WASHINGTON, DC -- The U.S. Department of Transportation released results
from an unprecedented ten-month study of potential electronic causes of
unintended acceleration in Toyota vehicles. The National Highway Traffic
Safety Administration (NHTSA) launched the study last spring at the request
of Congress, and enlisted NASA engineers with expertise in areas such as
computer controlled electronic systems, electromagnetic interference and
software integrity to conduct new research into whether electronic systems
or electromagnetic interference played a role in incidents of unintended
acceleration.

NASA engineers found no electronic flaws in Toyota vehicles capable of
producing the large throttle openings required to create dangerous
high-speed unintended acceleration incidents. The two mechanical safety
defects identified by NHTSA more than a year ago –
“sticking” accelerator pedals and a design flaw that enabled
accelerator pedals to become trapped by floor mats – remain the only
known causes for these kinds of unsafe unintended acceleration incidents.
Toyota has recalled nearly 8 million vehicles in the United States for
these two defects.

U.S. Transportation Secretary Ray LaHood said, “We enlisted the
best and brightest engineers to study Toyota’s electronics systems,
and the verdict is in. There is no electronic-based cause for unintended
high-speed acceleration in Toyotas."

In conducting their report, NASA engineers evaluated the electronic
circuitry in Toyota vehicles and analyzed more than 280,000 lines of
software code for any potential flaws that could initiate an unintended
acceleration incident. At the Goddard Space Flight Center in Maryland, NASA
hardware and systems engineers rigorously examined and tested mechanical
components of Toyota vehicles that could result in an unwanted throttle
opening. At a special facility in Michigan, NHTSA and NASA engineers
bombarded vehicles with electromagnetic radiation to study whether such
radiation could cause malfunctions resulting in unintended acceleration.
NHTSA engineers and researchers also tested Toyota vehicles at
NHTSA’s Vehicle Research and Test Center in East Liberty, Ohio to
determine whether there were any additional mechanical causes for
unintended acceleration and whether any of the test scenarios developed
during the NHTSA-NASA investigation could actually occur in real-world
conditions.

"NASA found no evidence that a malfunction in electronics caused large
unintended accelerations," said Michael Kirsch, Principal Engineer at the
NASA Engineering and Safety Center (NESC).

While NASA and NHTSA have identified no electronic cause of dangerous
unintended acceleration incidents in Toyota vehicles or any new mechanical
causes beyond sticking pedals and accelerator pedal entrapment, NHTSA is
considering taking several new actions as the result of today’s
findings, including:

Propose rules, by the end of 2011, to require brake override systems,
to standardize operation of keyless ignition systems, and to require the
installation of event data recorders in all passenger vehicles;

Begin broad research on the reliability and security of electronic
control systems;

Research the placement and design of accelerator and brake pedals, as
well as driver usage of pedals, to determine whether design and placement
can be improved to reduce pedal misapplication.

NHTSA and NASA will also brief the National Academy of Sciences panel
currently conducting a broad review of unintended acceleration and
electronic throttle control systems on the reports released today.

“While today marks the end of our study with NASA, our work to
protect millions of American drivers continues,” said NHTSA
Administrator David Strickland. “The record number of voluntary
recalls initiated by automakers last year is also very good news, and shows
that we can work cooperatively with industry to protect consumers."

Based on objective event data recorder (EDR) readings and crash
investigations conducted as part of NHTSA’s report, NHTSA is
researching whether better placement and design of accelerator and brake
pedals can reduce pedal misapplication, which occurs in vehicles across the
industry. NHTSA’s forthcoming rulemaking to require brake override
systems in all passenger vehicles will further help ensure that braking can
take precedence over the accelerator pedal in emergency situations. The
ongoing National Academy of Sciences study, which will examine unintended
acceleration and electronic vehicle controls across the entire automotive
industry, will also make recommendations to NHTSA. The NAS study was
launched in spring 2010 alongside the NHTSA-NASA investigation and will be
finalized later in 2011.

In 2009 and 2010, Toyota recalled nearly eight million vehicles as part
of the sticky pedal and pedal entrapment recalls. Toyota also paid $48.8
million in civil penalties as the result of NHTSA investigations into the
timeliness of several safety recalls last year. Across the industry,
automakers voluntarily initiated a record number of safety recalls in
2010.

Toyota has recalled nearly eight million vehicles in the United States
for two mechanical safety defects that can cause unintended acceleration:
‘sticking’ accelerator pedals and a design flaw that can cause
accelerator pedals to become trapped by floor mats. When NHTSA first
identified the two defects more than a year ago, the agency pushed Toyota
to conduct recalls quickly. Toyota later paid nearly $33 million in civil
penalties as the result of investigations into whether the company notified
NHTSA in a timely manner about these defects.

During Congressional hearings on the Toyota recalls in February 2010,
Members of Congress asked NHTSA to study whether electronic or software
problems in Toyota vehicles could be to blame for unintended acceleration.
At Congress’ request, NHTSA simultaneously launched two studies: one
designed to evaluate possible electronic causes for unintended acceleration
in Toyotas, and a broader effort to look at unintended acceleration across
the automotive industry.

In March 2010, NHTSA enlisted top NASA engineers and experts in areas
such as electromagnetic compatibility to study whether electronic flaws can
cause unintended acceleration. In its final report, NASA engineers found no
evidence of an electronic defect in Toyota vehicles capable of producing
dangerous, high-speed unintended acceleration incidents. The two mechanical
safety defects originally identified by NHTSA remain the only known causes
of dangerous unintended acceleration incidents.

Nevertheless, NHTSA has announced several new actions it may take as a
result of their work with NASA to address the safety of vehicle electronics
systems. NHTSA will consider rules to require brake override systems,
standardize operation of keyless ignition systems, and require the
installation of event data recorders in all passenger vehicles. NHTSA will
conduct broad research on the reliability of electronic throttle control
systems across the vehicle fleet. The agency will also initiate new
research on driver behavior and the placement and design of floor pedals in
an effort to identify strategies that can reduce pedal misapplication.

The second study launched by U.S. DOT in March 2010 remains under way.
The Department has enlisted the prestigious National Academy of Sciences
(NAS) to undertake a broad review of unintended acceleration and electronic
vehicle controls across the automotive industry. An independent panel of
scientific experts at NAS is currently working to identify possible sources
of unintended acceleration, including electronic vehicle controls and human
error. Later in 2011, the panel will make recommendations to NHTSA on how
its rulemaking, research, and defect investigation activities can help
ensure the safety of electronic control systems in motor vehicles.

Timeline of Major Events

March 29, 2007: NHTSA opens a preliminary investigation into
pedal entrapment on MY’07 Lexus ES350 models based on five consumer
complaints alleging three crashes and seven injuries. The all weather floor
mat is identified as the possible cause of these incidents.

July 26, 2007: A fatal crash occurs in San Jose, CA involving a
‘07 Camry in which the driver suffers serious injuries and the driver
of the struck vehicle is killed. The incident also appears to have been
caused by a pedal trapped by an all weather floor mat.

September 13, 2007: After determining the fatal San Jose crash
was caused by floor mat entrapment, NHTSA tells Toyota a recall is
necessary.

August 28, 2009: A fatal crash occurs in Santee, CA, involving a
loaner ’09 ES350. The vehicle is found to have an all weather floor
mat from another Lexus vehicle. Investigators find that the vehicle’s
previous driver had reported an entrapment incident to the dealership.

September 25, 2009: NHTSA meets with Toyota and tells the
company that the floor mat recall is insufficient and the agency expects a
recall for the defect in pedal design. Three days later, Toyota tells NHTSA
the company will recall the gas pedals.

December 15, 2009: NHTSA officials meet with Toyota executives
in Japan to explain NHTSA’s defect recall process and underscore
Toyota’s obligations under U.S. law to find and report defects
promptly. Toyota commits to making improvements.

January 16, 2010: Toyota informs NHTSA that certain CTS-brand
pedals may have a dangerous ‘sticking’ defect. NHTSA calls an
in-person meeting on January 19.

January 19, 2010: At the meeting, Toyota provides field reports
on sticky pedal incidents, and NHTSA tells Toyota the agency expects prompt
action. Toyota informs NHTSA several hours later that the company will
issue a recall.

January 21, 2010: Toyota recalls 2.3 million vehicles for the
sticky pedal defect.

January 27, 2010: At NHTSA’s urging, Toyota expands its
pedal entrapment recall to cover an additional 1.1 million vehicles.

February 16, 2010: NHTSA launches an official probe into the
timeliness and scope of the pedal entrapment and sticky pedal Toyota
recalls.

March 30, 2010: At the request of Congress, the U.S. DOT
announces two studies into unintended acceleration. One looks at possible
electronics causes for unintended acceleration in Toyotas; the other
examines unintended acceleration and the safety of vehicle electronics
across the automotive industry.

April 5, 2010: NHTSA demands the maximum, $16.375 million, civil
penalty on Toyota for its failure to notify the agency of the sticky pedal
defect for more than four months after discovering it. Auto manufacturers
are legally obligated to notify NHTSA within five business days of
determining that a safety defect exists. Toyota pays the full fine on April
19.

December 20, 2010: Toyota agrees to pay the maximum $16.375
million civil penalty as the result of another NHTSA investigation into
whether their recall of 5.5 million vehicles for pedal entrapment was
conducted in a timely manner.